Changes in the Diesel Market

Diesel engine emissions have been an ongoing environmental concern for the few
decades. Particulates and nitrogen oxides (NOx) associated with health
problems and damaging smog and acid rain have been targeted by
governments globally, and the United States, Europe and Japan have
responded to demands to reduce these harmful emissions. In the U.S.,
particulate and NOx levels were first regulated in 1988, with
regulations
becoming increasingly stringent the years. NOx forms when atmospheric
nitrogen in the power-cylinder oxidizes. Because peak cylinder
temperature plays a key role in NOx formation, methods of reducing the
temperature, including cooled exhaust gas recirculation (EGR)
technology, have been targeted as solutions to reducing NOx emissions.
Diesel particulates are composed of solid carbon (soot), sulfate, bound
water and unburned fuel and oil. Because sulfur is key to particulate
formation, the sulfur level in diesel fuel has been gradually decreased
over the years.

In order to meet 2002 NOx emission standards, most engine manufacturers
introduced low levels (10-15%) of cooled EGR technology. EGR engines
reduce NOx emissions recirculating a portion of the exhaust to the
engines combustion chamber, lowering peak combustion temperature and NOx
formation. Although EGR effectively reduce emissions, they also run
hotter and introduce levels of soot and acid into the oil, leading to
increased wear, increased oil viscosity and shorter oil drain intervals.

The API CI-4 diesel oil
specification was introduced in December 2001 to protect against the
higher temperatures and increased levels of soot and oxidation
associated with EGR engines. API issued an upgrade to its CI-4
specification, CI-4 PLUS, in September 2004 in order to provide improved
oxidation resistance, shear stability, acid neutralization and soot
dispersancy for EGR engines.

In the U.S., particulate and NOx
levels were first regulated in 1988, with regulations becoming increasingly
stringent through the years.

Further decreasing
the level of sulfur in diesel fuel has been determined to be the most
cost-effective way to decrease particulate emissions, The introduction
of Ultra Low Sulfur Diesel (ULSD) fuel in June 2006 dropped diesel fuel
sulfur levels from 500 ppm to 15 ppm in order to meet 2007 with NOx
after-treatment and enable high EGR rates.

In
addition, in order to further reduce particulate emissions, diesel
particulate filter's (DPF's) have been incorporated into all 2007 American
diesel engines, and diesel oils will be faced with the challenge of
balancing engine protection with DPF life, Increased EGR, although
effectively decreasing NOx
emissions, results in less efficient combustion and increased levels of
soot, and some of it finds its way into the engine oil Detergents and
dispersants within the oil are responsible for preventing soot from
accumulating on internal engine components and increasing friction and
wear, as well as preventing soot particles from agglomerating into larger particles
that increase oil viscosity and clog oil filters. Traditionally, detergent
additives in diesel oils have effectively prevented acid buildup,
corrosive wear, piston deposit formation and oil consumption, while an
additive known as ZDDP has effectively provided wear protection for the
valve train system, front gear ease, injector screws, push-rod ends and
timing chains, as well as oxidation inhibition. The problem however, is
that ZDDP and many detergents contain ingredients that plug diesel
particulate filters, including sulfated ash, phosphorus and sulfur.

Due
to the negative effects of sulfated ash, phosphorus and sulfur on diesel
particulate filters, ASTM agreed to accept limitations in these areas
and incorporate new additive chemistry for diesel oil category CJ-4.
Sulfated ash provides lubricity and alkalinity (TBN) to counteract acid
formation during combustion. While most API CI-4 PLUS oils are composed
of 1.50 percent ash, new API CJ-4 diesel oils are limited to 1.0 percent
ash, dropping TBN levels from 10 to 14 with average CI-4 PLUS oils to 8 to
9 with CJ-4 oils. Lower sulfated phosphorus and sulfur levels, as well as
increased soot loading, affect an oil's ability to provide protection over
extended drain intervals.

Synthetic 5W-40 Premium Diesel Oil

AMSOIL 5W-40
Premium Diesel Oil (DEO) is the premium choice diesel oil for model year
2007 and newer heavy-duty and pickup truck diesel engines requiring API
CJ-4 emission quality oil standards. It delivers extraordinary lubrication
in diesel engines found in commercial, fleet and personal vehicles.
Formulated with the latest additive technology and the most advanced
synthetic base oils, Synthetic 5W-40 Premium Diesel Oil exceeds the higher
performance demands of modern engines. It withstands the stress of heat,
soot and acids to help prevent deposits, corrosion and wear, and its
broad viscosity range offers superior protection over a wide temperature
range. Synthetic 5W-40 Premium Diesel Oil resists breakdown and is
recommended for the longest service interval established by the engine,
vehicle or equipment man­ufacturer. Drain intervals may be extended
when monitored by oil analysis. AMSOIL Synthetic 5W-40 Diesel Oil is a low
sulfated ash, phosphorus and sulfur formulation that meets and exceeds
modern
specifications for emission quality diesel oil. It is compatible with all
exhaust treatment devices and is designed to extend the service life of
particulate filters.

AMSOIL Synthetic
5W-40 Premium Diesel Oil replaces 5W-40, 10W-40 and 15W-40 viscosity oils.
It is "backwards compatible" with pre-2007 diesel engines and
recommended for newer and older diesel and gasoline engines and other
applications requiring the following worldwide specifications: